201010895 九、發明說明： 【發明所屬之技術領域】 本發明提供一種車輛轉向系統的控制方法，特別是涉及 一種運用電動輔助轉向系統之回正控制方法。 【先前技術】 0 ο 先前技術中為了減少駕駛者操作轉向系統的負擔’而採 用出力大、運動平順的液壓系統，做為轉向系統的辅助動力 來源；惟其缺點在於，該液壓管路容易發生洩漏，且液壓油 和管路摩擦容易生熱，而使其性質改變，且液壓管路較為複 雜’近年來已逐漸以電動動力輔助轉向系統(Electric power Steering，EPS)取代傳統的液壓動力輔助轉向系統。 EPS系統包含有伺服馬達、控制器及感測元件，Eps系 統的運作係經由電子訊號間的傳遞，以完成轉向系統之運 作，相較於液壓動力輔助轉向系統，Eps系統可省略液壓幫 浦、儲油槽及油壓管路，以及用來傳輸引擎動力以驅動幫浦 的皮帶滑輪系統，因此EPS系統具有較低的製造成本及維護 成本，且EPS系統係由電子訊號完成轉向控制 力’故更加能降低耗能;除此之外，叫= 動力的控紅，能預先以電難式控制，依财同的駕 ===輔助動力，使得駕敬人的轉向動作更簡單，車 中之助:f制中框，係為控制器 利終3控制A略根據仃車狀態以估測方 用力矩，將估_的反個力矩配合車速，並賴查表= 201010895 得辅助增益，將此增益乘以方向盤角度後得到控制參考訊 號，配合比例積分微分(PID)控制法則來進行控制。 ° 且知，EPS系統的控制策略分成四個部分，包含其本補 '助、阻尼補償、慣性補償及回正控制；其中，回正二二主3要 是估測作用在轉向機柱上的反作用力矩，配合基本補助，當 反作用力矩漸漸變小時，基本補助將會給予較大的回正二 助；反之，將表示系統具備足夠的自我回正抵矩，因此不給 予輔助；惟其缺點在於，轉向祕的摩擦力矩屬於非線性^ β態’因此PID控制器在這部分的性能表現上效果有限，當回 正輔助無法克服系統的摩擦力矩時，將導致轉向過度後:向 盤無法回正至接近原中心位置的問題，亟需加以改° 【發明内容】 、為有效克服上述先前技射，轉向過度後造成方向盤無 ^正至接近原中心位置的問題，本發明提供—種電動辅助 轉向糸統之回正控制方法，尤其是運用—以轉向系統之動態 =^基礎設計而成的控制器，致使控制器輪出能依據系統 U =的改變’而輸出該動態下的回正控制扭力，以提升電動 補助轉向系統之性能。 為能達到上述目的，本發明提供—種電動 之回正控制方法，包含： 2用-感測器量測一車速信號、一駕駛者輪入扭力信號 及一方向盤之角度信號； 經由-訊號處理單元運算該角度信號，以求得該轉向系 統之一動態估測值； 201010895 利用一觸發控制器以該車速信號、輸入扭力信號及角度 信號判斷車輛狀態，並輸出一觸發訊號至一回正控制器； 該回正控制器，係以該轉向系統模型為基礎，接收該觸 - 發訊號並運算該轉向系統之動態估測值，以計算一馬達之一 回正參考訊號；及 利用該車速訊號與該輸入扭力信號，以一基本輔助表交 叉查得一基本輔助訊號，將該回正參考訊號與該辅助訊號加 總’取得電動輔助轉向系統之辅助力矩命令，以執行轉向系 n統之回正控制。 據此’能依據系統動態的改變，而輸出該動態下的回正 控制扭力，以達到上述提升電動辅助轉向系統之回正性與穩 定性的目的。 此外，本發明也包含： 所述該觸發控制器，根據車速信號判別車輛模式，當該 車速信號高於預設之車速，之後依據駕駛者輸入扭力信號， 判別駕驶者操作狀態，當該輸入扭力小於預設之扭力，接續 β 判別方向盤角度信號，當該角度大於預設之角度，則判斷方 向5不在中心位置需要進行位置控制，之後判別回正控制之 狀態，當回正控制未啟動，啟動計時器會開始計時，且方向 盤保持在上述的狀態，使啟動計時器計時大於等於預設之啟 動時間’回正控制會被啟動。 所述該轉向系統模型以方程式表示： I0^T^Tf-B9 (式中：/為轉向系統的轉動慣量，々·為轉向機柱角加速 度，L為作用在轉向機柱上的駕駛者扭力、馬達扭力與路面 201010895 回正力矩之扭力總合，為摩捧力钯 d / τ'刀矩’ β為轉向系統的阻尼， 6為轉向機柱角速度）。 所述回正控制器係為—漘叙# i 月動私式控制（Sliding Mode C〇ntr〇1，SMC)，係利用滑動模式控制之強健項（robust term)’處理存在於轉向系統中之摩擦力矩與不明確之系統參 數’以方程式表示： 0 6 尼參L式二為馬達回正扭力’ '為轉向系統的阻 該正實數代表變數在滑動平面上的收 祕的軸慣量參數喝轉向機柱角速 f人扭力，I為估測的反作用力矩，^ ^健項，（⑥加速度’％為轉向機柱所需角速度，让為 強健：，為連續飽和函數(saturat_^^ 設計參數具複數系統參數，其中，系統參數靖 *之間的變動，定義如下列方程式所示： ’=/凡‘他r· 圍向系統的轉動慣量之不確定量，其變動範 式所i統參數績設計參數間的變動，定義如下列方程 Β = ΒΡ~^Β ,|Δ5|^^201010895 IX. Description of the Invention: [Technical Field] The present invention provides a control method for a vehicle steering system, and more particularly to a return control method using an electric assisted steering system. [Prior Art] 0 ο In the prior art, in order to reduce the burden on the driver to operate the steering system, a hydraulic system with a large output and smooth motion is used as an auxiliary power source for the steering system; however, the disadvantage is that the hydraulic circuit is prone to leakage. And hydraulic oil and pipeline friction are prone to heat generation, but its properties change, and the hydraulic pipeline is more complicated. In recent years, the electric power assisted steering system has been replaced by electric power steering (EPS). . The EPS system includes a servo motor, a controller and a sensing component. The operation of the Eps system is transmitted between the electronic signals to complete the operation of the steering system. Compared with the hydraulic power assisted steering system, the Eps system can omit the hydraulic pump. The oil storage tank and the oil pressure pipeline, as well as the belt pulley system for transmitting the engine power to drive the pump, so the EPS system has lower manufacturing cost and maintenance cost, and the EPS system is controlled by the electronic signal to complete the steering control force. Can reduce energy consumption; in addition, called = power control red, can be pre-electrical control, according to the same driver === auxiliary power, making the steering movement easier to drive people, help in the car :f system middle frame, is the controller final 3 control A slightly according to the brake state to estimate the square torque, the estimated _ the opposite torque with the vehicle speed, and look up table = 201010895 to get the auxiliary gain, this gain The control reference signal is obtained by multiplying the steering wheel angle, and is controlled by a proportional integral derivative (PID) control rule. ° It is known that the control strategy of the EPS system is divided into four parts, including its complement 'assisted, damping compensation, inertia compensation and return control; among them, the positive 2nd and 2nd main 3 is to estimate the reaction acting on the steering column. Torque, with the basic subsidy, when the reaction torque gradually becomes smaller, the basic subsidy will give a larger return to the second aid; on the contrary, it will indicate that the system has sufficient self-returning tolerance, so no assistance is given; but the disadvantage is that the steering secret The frictional torque belongs to the nonlinear ^β state. Therefore, the performance of the PID controller in this part is limited. When the positive correction fails to overcome the frictional torque of the system, it will lead to over-steering: the disc cannot be corrected to the original The problem of the central position needs to be changed. [Invention] In order to effectively overcome the above-mentioned prior art, the problem of excessive steering causes the steering wheel to be close to the original center position, and the present invention provides a power-assisted steering system. Correct the control method, especially the controller designed based on the dynamic system of the steering system, so that the controller can be based on the system. U = the change 'in the back and outputs a positive dynamic torque control, to enhance the performance of the electric assistance steering system. In order to achieve the above object, the present invention provides a method for correcting electric power, comprising: 2 measuring a vehicle speed signal, a driver's wheel torque signal and an angle signal of a steering wheel by using a sensor; The unit calculates the angle signal to obtain a dynamic estimation value of the steering system; 201010895 uses a trigger controller to determine the vehicle state by using the vehicle speed signal, the input torque signal and the angle signal, and outputs a trigger signal to a positive control The return controller is based on the steering system model, receives the touch-signal signal and calculates a dynamic estimated value of the steering system to calculate a positive reference signal of a motor; and utilizes the vehicle speed signal And the input torque signal, cross-checking a basic auxiliary signal with a basic auxiliary table, summing the positive reference signal and the auxiliary signal to obtain an auxiliary torque command of the electric assist steering system to perform the steering system Positive control. According to this, the dynamic control torque can be output according to the change of the system dynamics, so as to achieve the purpose of improving the returning and stability of the electric assist steering system. In addition, the present invention also includes: the trigger controller, determining a vehicle mode according to a vehicle speed signal, and when the vehicle speed signal is higher than a preset vehicle speed, determining a driver operating state according to a driver input torque signal, when the input torque is Less than the preset torque, and then the β discriminates the steering wheel angle signal. When the angle is greater than the preset angle, it is determined that the direction 5 is not at the center position, and the position control is required, and then the status of the return control is determined. When the return control is not started, the start is started. The timer will start timing and the steering wheel will remain in the above state, so that the start timer is greater than or equal to the preset start time. The positive control will be activated. The steering system model is expressed by an equation: I0^T^Tf-B9 (where: / is the moment of inertia of the steering system, 々· is the angular acceleration of the steering column, and L is the driver's torque acting on the steering column) The total torque of the motor torque and the road surface 201010895 returning moment is the damping force of the palladium d / τ 'knife moment ' β is the steering system, 6 is the steering column angular velocity). The returning controller is a sliding control mode (Sliding Mode C〇ntr〇1, SMC), which is processed in the steering system by using a robust term of the sliding mode control. The friction torque and the ambiguous system parameter 'is expressed by the equation: 0 6 Nishen L type II is the motor back torsion torque ' ' is the resistance of the steering system. The positive real number represents the axis of inertia parameter of the variable on the sliding plane. Machine angular velocity f human torsion, I is the estimated reaction torque, ^ ^ health term, (6 acceleration '% is the required angular velocity of the steering column, let it be strong:, is the continuous saturation function (saturat_^^ design parameters with The complex system parameters, in which the variation between the system parameters Jing* is defined as the following equation: '=/Where is the uncertainty of the rotational inertia of the surrounding system, the variation paradigm The variation between parameters is defined as the following equation Β = ΒΡ~^Β , |Δ5|^^
正常'轉向系統的阻尼之不確定量，其變動範圍A 201010895 實際的反作用力2^TSS與估侧的反作用力;fRTss之間的估測 範圍’定義如下列方程式所示： . ^RTSS = ilTSS + A^rtss »|ArRTSS| ^ a ~ (式中’ ΔΓ·為估測準確度之變動範圍，其變動範圍α為正 常數）。 所述滑動模式控制之穩定條件，係利用該轉向系統模型 疋義-β動平©，該滑動平面需滿足—滑動狀態不等式，其 中該不等式係以下列方程式表示： (式中為一方向盤動態所訂定之滑動平面，該滑動平 面由該方向盤角度與角速度所構成，》為—滑動平面的一階 時間導數’ 7為-正整數，^為一李雅普諾夫(Lyapu黯)方程 式之-P皆時間導數’該李雅普諾夫方程式由滑動平面續構 成）； 當該滑動平Φ滿足該衫式，缺滑誠式㈣器之輸 U出穩定’且能湘滑動狀態不等式取得^，使能依據 該滑動控侧式變動，致使方向㈣軸祕能被控制在所 設定之穩定範圍内。 所述該滑動模式控制方程式之让值，係利用一實驗取 得，在本實驗設備上當k值落入230至550範圍，使控制器 能克服祕參數的不確定性，致使方向盤的運動動態能被控 制在所設定之穩定範圍内。 所述回正控制器係為一相位超前補償(phase Lead Compensati⑽，PLC)，係利用調整設計參數以修正控制力 201010895 矩’以方程式表示： 所述該相位超前補償之力人 轉向機柱角度與轉向機柱所需角；:誤移=根據 數之主要控制參數，係為 、差斤求付，該轉移函 頻率，與系統參數所計算得到之該相位所在之 面：ί本====速與轉向角下進行路 早之基本辅助增益二維查表。 …、，為能再加詳述本發明，併予列兴 例，配合圖式詳細說明如后述··衫骑—較佳實施之圖 【實施方式】 號311，以及去駕凝去生之一方向盤輸入扭力信 度改變信號=^由=^理3，產生一方向叙角 22運算該角度信號阳^得":70 21及—估測單70 測值，並利用一觸發控制轉向系統動態估 控制J π ΐ 車輛狀態，並輸出一觸發訊號至一回正 11 ’該回正控制器u係以一轉向 接收該觸發訊號並運算該轉向系統之動態估測值 201010895 馬達33之一回正參考訊號，之後利用該車速訊號與該輸入 扭力信號，以一基本辅助表23交叉查得一基本辅助訊號， 將該回正參考訊號與該辅助訊號加總’取得電動輔助轉向系 統之辅助力矩命令，以執行轉向系統之回正控制。 在更加具體的實施上，本發明也包含： 運用觸發控制器12接收感測器所偵測之車輛相關信 號’該觸發控制器12經一觸發流程後輸出一訊號(如圖2所 示）’以開啟或關閉回正控制器11，觸發控制器12之邏輯運 Q 算流程如下； 流程一 ’依據車速信號判別受測車輛狀態，當觸發控制 器12所接收之車速信號高於預設車速值41，之後該感測器 偵測方向盤之駕駛者輸入扭力信號，判別駕駛者操作方向盤 之狀態，當該輸入扭力小於預設之扭力值42，接續偵測並判 別方向盤角度信號，當方向盤角度大於預設之角度值43，則 判斷方向盤不在中心位置需要進行位置控制，之後判別回正 控制器11之狀態，當回正控制器u未啟動44，啟動計時器 1開始計時，且方向盤保持在上述的狀態，使計時器丨計算 時間大於等於職之啟動時間45，回正控制器u會被 進行回正控制46。 邱 此外，當回正控制11已被啟動，此時駕駛者未操作 ί盤，且方向盤角度回正至小於預設值43，感測器會偵 =角度變化量，觸發控制器12根據該變化量判別方 狀角度變化量大於預設值47，在回正控制11已啟動 、左回正控制未啟動44判別後，觸發控制器12 迷狀態判別需要進行阻尼補償㈣，直接執行啟動回正^制 11 201010895 器46，該控制器啟動狀態持續至方向盤轉速小於預設值。 流程二，依據車速信號判別受測車輛狀態，當觸發控制The uncertainty of the damping of the normal 'steering system', the range of variation A 201010895 The actual reaction force 2^TSS and the reaction side of the estimated side; the estimated range between fRTss' is defined as the following equation: . ^RTSS = ilTSS + A^rtss »|ArRTSS| ^ a ~ (where ΔΓ· is the range of variation of the estimation accuracy, and the range of variation α is a normal number). The stability condition of the sliding mode control is based on the steering system model, which is to satisfy the sliding state inequality, wherein the inequality is expressed by the following equation: (where is a steering wheel dynamics a sliding plane defined by the steering wheel angle and angular velocity, that is, the first-order time derivative of the sliding plane '7 is a positive integer, and ^ is a Lyapu黯 equation-P time Derivative 'The Lyapunov equation consists of a sliding plane continuation); When the sliding flat Φ satisfies the shirt type, the lack of sliding (4) is stable and can be obtained by the sliding state inequality, enabling the sliding according to the sliding The control side changes, so that the direction (4) axis secret can be controlled within the set stability range. The let-off value of the sliding mode control equation is obtained by an experiment. When the k value falls within the range of 230 to 550, the controller can overcome the uncertainty of the secret parameter, so that the motion dynamics of the steering wheel can be Control is within the set stability range. The return control controller is a phase lead compensation (phase lead Compensati (10), PLC), and the adjustment design parameter is used to correct the control force 201010895 moment 'in an equation: the phase advance compensation force steering the column angle and The required angle of the steering column;: mis-shift = according to the main control parameters of the number, the system is the difference, the frequency of the transfer function, and the phase of the phase calculated by the system parameters: ί本==== A two-dimensional look-up table of the basic auxiliary gain of the road early at the speed and the steering angle. In order to further describe the present invention, the present invention will be described in detail, and the drawings will be described in detail with reference to the drawings, which are described below, the preferred embodiment, the embodiment, the number 311, and the decoagulation. A steering wheel input torque reliability change signal = ^ by = ^ 3, generating a direction angle 22 operation angle signal Yang ^ get ": 70 21 and - estimate single 70 measurement, and use a trigger to control the steering system Dynamically estimating the J π 车辆 vehicle state and outputting a trigger signal to a positive 11 '. The positive controller u is steered to receive the trigger signal and calculate the dynamic estimated value of the steering system 201010895 one of the motors 33 Referring to the signal, the vehicle speed signal and the input torque signal are used to cross-check a basic auxiliary signal with a basic auxiliary table 23, and the positive reference signal and the auxiliary signal are summed to obtain the auxiliary torque of the electric assist steering system. Command to perform the steering back control of the steering system. In a more specific implementation, the present invention also includes: using the trigger controller 12 to receive a vehicle-related signal detected by the sensor. The trigger controller 12 outputs a signal after a triggering process (as shown in FIG. 2). To turn on or off the return controller 11, the logic operation of the trigger controller 12 is as follows; Process 1 'determines the state of the tested vehicle according to the vehicle speed signal, and the vehicle speed signal received by the trigger controller 12 is higher than the preset vehicle speed value. 41. The sensor then detects the driver's input torque signal to determine the state of the steering wheel of the driver. When the input torque is less than the preset torque value 42, the steering wheel angle signal is detected and determined, and the steering wheel angle is greater than If the preset angle value is 43, it is determined that the steering wheel is not at the center position, and the position control is required. After that, the state of the controller 11 is determined. When the controller u is not activated 44, the timer 1 is started, and the steering wheel is kept at the above. The state of the timer 丨 calculation time is greater than or equal to the start time 45, and the controller u will be returned to the positive control 46. Qiu In addition, when the positive control 11 has been activated, the driver has not operated the disc, and the steering wheel angle is back to less than the preset value 43, the sensor will detect the angle change amount, and the trigger controller 12 changes according to the change. The quantity discriminating square angle change amount is greater than the preset value 47. After the returning control 11 has been started and the left back positive control is not activated 44, the trigger controller 12 determines that the damping state needs to be compensated (4), and the direct execution is started. System 11 201010895, 46, the controller is activated until the steering wheel speed is less than the preset value. In the second process, the vehicle speed is determined according to the vehicle speed signal, and the trigger control is performed.
器12所接收之車速信號高於預設車速值41，之後該感測器 偵測方向盤之駕駛者輸入扭力信號，判別駕駛者操作方向盤 之狀態，當該輸入扭力小於預設之扭力值42,當方向盤角度 回正至小於預設值43，感測器會偵測方向盤角度變化量，觸 發控制器12根據該變化量判別方向盤狀態’當角度變化量 大於預設值47，此時回正控制未被啟動44，且該狀態持續 的時間大於或等於該計時器預設之啟動時間45，觸發控制器 12依上述狀態判別需要進行阻尼補償控制，則啟動回正控制 器46，該控制器啟動狀態持續至方向盤轉速小於預設值。 流程三，當方向盤角度回正至小於預設值43，感測器會 偵測方向盤角度變化量，觸發控制器12根據該變化量判 方向盤狀態，當角度變化量小於預設值47，此時回正控制 啟動48’當該啟動狀態持續的時間大於等於關閉門播時 回正控制器11才會關閉回正控制491。 流程四’在執行回正控制的過程中，該駕駛者 方方向盤之駕駛者輸人扭力信號，當‘ 入扭力减大於預設值42，接續觸發控制器12發送 至回正控制器1〗’回正控制器U Ίο观 制器12，觸發控制器12據此判別回正==發; 回正控制器η為開啟狀態48,關閉之料器2會開^十· 者二然持續操作方向盤，使關閉計 大 491 〇 或，_閉預設時間49’回正控制器η會:= 12 201010895 ==:=:_時丄= 間49，回正控制器11會被關:結Γ=:::Γ。之關閉時 在更加具體的實施上，本發明也包含·· 0 ο 型(如圖,所示)以方程式⑴ 度 (式中:’為轉向系統的轉動慣量，鴯轉向機柱H r_為作用在轉向機柱上的駕驶者扭力、馬達扭力阳盥 路面回正力矩315之扭力總合，（為摩擦力矩314,5為私 系統的阻尼4為轉向機柱角速度）。 -所述回正控制H U係可為一滑動模式控制（如圖4所 丁）係利用滑動模式控制之強健項，處理存在於轉向系統 中之摩擦力矩與不明確之线參數，以方程式(2)表示： r^m (5ρ λΙρ)θ-~fRTSS +1p{^d+wd)~Ipksat(5,φ)方程式(2) 备，（式中· 為馬達回正扭力，A為轉向系統的阻尼參 ^為正實數，該正實數代表變數在滑動平面上的收斂速 為轉向系統的轉動慣量參數轉向機柱角速度，k ^二者輪入扭力，fRTSS為估測的反作用力矩，式為轉向機柱 ^角加迷度，么為轉向機柱所需角速度，k為強健項，satM) 马連續飽和函數）； 13 201010895 該滑動模式控制系統參數/與設計參數々之間的變動’定 義如下列方程式（3)所示： ,τ.τ <.Ί<Υ 方程式(3) i=ipai ,risin<M^rm^ v (式中：Δ7為轉向系統的轉動慣量之不確定量，其變動範 圍?^與。為正常數）， 系統參數B與設計參數4之間的變動，定義如下列方糕 式(4)所示： Β = Βρ-ΑΒ ,\ΑΒ\^β 方程式(4) Ο (式中：Α轉向系統的阻尼之不確定量’其變動範園户為 正常數）； 實際的反作用力rRTSS與估侧的反作用力4ss之間的估測 範圍，定義如下列方程式（5)所示： ^RTSS = ^RTSS + ΔΤ^-rss ,^7^5| < a 方程式(5) (式中：Δ&π為估測準確度之變動範圍，其變動範圍α為玉 常數）。 所述滑動模式控制之穩定條件，係利用該轉向系統模蜜 定義一滑動平面，該滑動平面需滿足一滑動狀態不等式，其 中該不等式係以下列方程式（6)表示： V = ^i<— 方程式（6) (式中為一方向盤動態所訂定之滑動平面，該滑動平 :由：：向盤角度與角速度所構成’ j為一滑動平面的一階 七夕去正整數，厂為—李雅普諾夫(LyaPUn〇V)方程 式之一階時間導數，兮杏 这李雅普諾夫方程式由滑動平面S所構 成）； 201010895 當§亥β動平面滿足該不等式，能使滑動模式控制器之輸 出穩定，且能利用滑動狀態不等式取得k值，使1^值能依據 . 該滑動控制模式變動，致使方向盤的運動動態能被控制在所 、 設定之穩定範圍内。 除此之外，該滑動模式控制方程式之k值，亦可由一實 驗取得，k值在230至550範圍内，使滑動模式控制器能克 服系統參數的不確定性，致使方向盤的運動動態能被控制在 所設定之穩定範圍内。 〇 所述回正控制器11亦可為一相位超前補償(如圖4所 示）’係利用調整設計參數以修正控制力矩，以方程式(7)表 示： _⑽卿 方程式（7) (式中：L為馬達回正扭力，L為力矩總合，元為 測的反作用力矩）。The vehicle speed signal received by the device 12 is higher than the preset vehicle speed value 41, and then the sensor detects the driver's input torque signal to determine the state of the driver's steering wheel. When the input torque is less than the preset torque value 42, When the steering wheel angle is back to less than the preset value 43, the sensor detects the steering wheel angle change amount, and the trigger controller 12 determines the steering wheel state according to the change amount. When the angle change amount is greater than the preset value 47, the positive control is performed at this time. When the state is not activated 44, and the duration of the state is greater than or equal to the preset start time 45 of the timer, the trigger controller 12 determines that the damping compensation control needs to be performed according to the above state, and then starts the return controller 46, and the controller starts. The state continues until the steering wheel speed is less than the preset value. In the third process, when the steering wheel angle is back to less than the preset value 43, the sensor detects the steering wheel angle change amount, and the trigger controller 12 determines the steering wheel state according to the change amount, when the angle change amount is less than the preset value 47, The positive control start 48' is turned off when the start state continues for a time greater than or equal to the closing of the door. In the process of performing the return control, the driver of the driver's steering wheel inputs a torque signal, and when the torque of the input is reduced by more than the preset value 42, the trigger controller 12 is sent to the return controller 1] Returning to the controller U Ίο看器12, the trigger controller 12 discriminates according to this, and returns to the positive == send; the return controller η is in the open state 48, and the closed feeder 2 will open the switch. , to close the meter 491 〇 or, _ close the preset time 49' back to the controller η will: = 12 201010895 ==:=: _ 丄 间 = 49, the controller 11 will be closed: the knot = :::Γ. In the more specific implementation of the closure, the invention also includes the type of ○ ο (as shown in the figure) with the equation (1) degree (where: ' is the moment of inertia of the steering system, 鸸 steering column H r_ is The torque of the driver acting on the steering column, the torque of the motor torsion, the positive return torque of the road 315, (for the friction torque 314, 5 is the damping of the private system 4 is the angular velocity of the steering column). The control HU system can be controlled by a sliding mode (as shown in Fig. 4), which uses the strong term of the sliding mode control to process the friction torque and the ambiguous line parameters existing in the steering system, expressed by equation (2): r^ m (5ρ λΙρ)θ-~fRTSS +1p{^d+wd)~Ipksat(5,φ) Equation (2), (where is the motor back to the positive torque, A is the damping parameter of the steering system is positive The real number, the positive real number represents the convergence speed of the variable on the sliding plane is the steering inertia parameter of the steering system, the steering angular velocity of the steering column, k ^ both wheel torque, fRTSS is the estimated reaction torque, and the steering column is added Obsessed, what is the angular velocity required to turn the column, k is a strong term, satM) continuous saturation of the horse 13) 201010895 The variation of the sliding mode control system parameters/design parameters ' is defined as shown in the following equation (3): , τ.τ <.Ί<Υ Equation (3) i=ipai ,risin< ;M^rm^ v (where: Δ7 is the uncertainty of the moment of inertia of the steering system, the range of variation is ^^ and is a normal number), and the variation between system parameter B and design parameter 4 is defined as follows The cake type (4) is shown as follows: Β = Βρ-ΑΒ , \ΑΒ\^β Equation (4) Ο (In the formula: the uncertainty of the damping of the Α steering system is changed to a normal number); The estimated range between the reaction rRTSS and the estimated side reaction force 4ss is defined as shown in the following equation (5): ^RTSS = ^RTSS + ΔΤ^-rss ,^7^5| < a Equation (5) (In the formula: Δ & π is the range of variation of the estimation accuracy, and the range of variation α is the jade constant). The stable condition of the sliding mode control is to define a sliding plane by using the steering system mold honey, and the sliding plane needs to satisfy a sliding state inequality, wherein the inequality is expressed by the following equation (6): V = ^i < - equation (6) (In the formula, the sliding plane defined by the steering wheel dynamics, which is composed of:: the disc angle and the angular velocity. 'j is a sliding plane of the first-order Tanabata to a positive integer, the factory is - Lyapunov (LyaPUn〇V) one-order time derivative of the equation, the Lyapunov equation of the apricot is composed of the sliding plane S); 201010895 When the §Hay motion plane satisfies the inequality, the output of the sliding mode controller can be stabilized and The k-value is obtained by the sliding state inequality, so that the value of 1^ can be determined according to the sliding control mode, so that the dynamic motion energy of the steering wheel can be controlled within the set and stable range. In addition, the k value of the sliding mode control equation can also be obtained by an experiment, and the k value is in the range of 230 to 550, so that the sliding mode controller can overcome the uncertainty of the system parameters, so that the motion dynamics of the steering wheel can be Control is within the set stability range.回 The return controller 11 can also be a phase lead compensation (as shown in FIG. 4). The system adjusts the design parameters to correct the control torque, and is expressed by equation (7): _(10) ing equation (7) (wherein: L is the motor's positive torque, L is the total torque, and the element is the measured reaction torque).
該相位超前娜之力輯合H祕聽根據轉向 機柱角度與轉向機柱所需歧之誤朗求得，該轉移函數之 主要控制參數，係為—選定之相位邊限及該相位所在之 率，與系統參數所計算得到之增益值等構成。 本輔助表23，係收集在不同車速與轉向角下私 路面=正力矩，所建立小型車之基本輔助增益二維查表。 =b，能依據純動㈣改變，而輸出祕 的料耻述提升電_助轉向祕之回正性知 除此之外 本發明使用的模擬軟體可為 15 201010895The phase is ahead of the force of the H. The secret is based on the steering column angle and the steering column required. The main control parameter of the transfer function is the selected phase margin and the phase. The rate is composed of the gain value calculated by the system parameters. This auxiliary table 23 collects the basic auxiliary gain two-dimensional table of the small car established under different vehicle speeds and steering angles. =b, can be changed according to pure motion (four), and the output of the secret material is ridiculously improved. _Help steering is correct. In addition, the simulation software used in the present invention can be 15 201010895
Matlab/Simulink ’並配合CarSim的車輛模型進行EPS系統 控制策略的模擬驗證。 . 主要進行二個測試項目，第一個為轉向手感測試，第二 ' 個為回正測試，藉此來評估輔助轉向策略之性能。 首先，轉向手感測試之方法為對方向盤施予一固定頻率 (0·2Ηζ)的正弦波轉向角輸入，而轉向角之振幅大小必須讓車 輛的側向加速度到達〇.2g，並以此為測試輸入條件，在各個 不同車速下進行測試，同時將駕駛者扭力資料與相對應之方 〇 向盤轉角，繪製成相位圖分析轉向手感，由分析圖上觀察曲 線斜率，斜率越大者被歸納為轉向手感較重的轉向系統。 在車速60km / hr之下，分別以配備電動動力辅助轉向 系統(Electric power steering，EPS)與無配備 EPS 之系統，並 繪製各自的轉向手感相位圖，如圖5所示，配備Eps系統之 車輛，其相位圖之斜率明顯小於無配備Eps系統之車輛，顯 不，駕駛者在方向盤操作角度較大時，亦不需施予較大之力 矩，因此轉向手感相位圖斜率較小的轉向系統可以被歸納為 ^ 轉向手感較輕的系統。 此外，亦收集在不同車速下之測試數據，進行6〇km / hr、75km/hr及90km/lir的EPS系統轉向手感分析，如圖 6所示，當車速越高時轉向手感有越重的趨勢，由此，控制 策略之設計符合實際行車需求，當車輛在高速行駛狀態^， 給予駕駛者較重的轉尚手感，能提升系統對方向盤操作之解 析度’減少駕駛者操作方向盤之負荷，提升駕駛品質與舒適 性，進而提升高速行車的安全。 其次，回正測試之測試法為對方向盤施予扭力，使方向 16 201010895 盤達一定角度後鬆開方向盤，測試要點分成二個部分，第一 部分為車速30km / hr下，當駕駛者鬆開方向盤後回正控制 觸發策略能否確切偵測同時啟動回正控制，並使方向盤能回 正至接近中心位置，第二個部分為車速9〇km / hr下，當駕 駛者鬆開方向盤，方向盤回正之響應是否具有穩定性，同時 保有良好的方向盤回正性能。 0 在低車速30km / hr下’轉向系統有回正控制愈益回正 控制之回正響應的差異’同時觀察控制器輸出之做動情況， 並綠製各自的轉向手感相位圖，如圖7所示，車速地瓜心 下有回正控制的車輛，其中，實線為滑動模 :广 SMC)， 中二 tl〇n’PLC) ’相較於非回正控制的車翻（如圖7 ^線所不）’方向盤的回正效果顯著，且SM 白趨近回正中心，無回正控制之車 方法 即停止回正動作，圖8顯示控制器輸出回正至9度 自我回正力矩較小，因此為加快方 ·^^時轉向系統 在啟動的瞬間有-個相當大的回正推力7 虹 避免回正動作超過中心位置，故邮生了抓瓜，又為 尼力，而PLC產生了約4N_m之阻尼力。了、約抓m之阻 速POkm/hr下之控制響應 圖9中虛線為無回正控制 圖9所不，其中， 回正控制之車輛不會 輛有明顯的震盪現象，而具 :車速較南因此轉向系統的自回正力矩二0所不，由 統回正速度過快超過中心位置，所以為了防止系 方向盤能穩定的回正。 、，σ予較大的阻尼力使 201010895 除此之外，上述SMC之k值係可由實驗取得，且SMC 在執仃狀態下之穩定條件為丨秒鐘以内，方向盤回正至正負 2.度以内，即實現系統之穩定，在此條件下，實驗取得一让 -值範圍介於230至550之間，依上述EPS系統控制策略的模 擬驗證方式，以低車速30km/hr與高車速90km/lir進行二 個測試項目，以此評估滑動模式控制器之性能。 如圖11所示，車速於3〇km / hr下，k值230至550範 圍内之方向盤回正響應，由圖11顯示，控制器輸出在約〇9 〇秒後系統進人穩定狀態’在k值為23G下系統最終響應趨近 2度，k值為550下系統最終響應趨近〇 6度，系統響應落於 設計之穩定範圍。 、 如圖12所示，顯示滑動模式控制器輸出，在低車速時 轉向系統自我回正力矩較小，因此為加快方向盤回正速度， 當k值為230，滑動模式控制在啟動的瞬間，系統的回正推 力約為負5N-m，又為避免回正動作超過中心位置，故smc 產生了約2.5N-m之阻尼力，之後系統狹幅震盪，系統於約 ^ 0.7秒後進入穩定狀態。 當k值為550 ’滑動模式控制在啟動的瞬間，系統的回 正推力約為負12N-m，又為避免回正動作超過中心位置，故 SMC產生了約12N_m之阻尼，之後系統持續震盪〇.2秒後 震盪幅度縮小’系統於約0.7秒後進入穩定狀態。 如圖13所示，車速於90km / lir下，k值230至55〇範 圍内之方向盤回正響應’由圖13顯示，控制器輸出在約0.38 秒後系統進入穩定狀態，在k值為23〇下系統最終響應趨近 -1度’ k值為550下系統最終響應趨近〇度，系統響應落於 18 201010895 設計之穩定範圍。 如圖14所示，顯示滑動模式控制器輸出，在高車速時 轉向系統自我回正力矩較小，因此為加快方向盤回正速度， 當k值為230，滑動模式控制在啟動的瞬間，系統的回正推 力約為4.5N-m，且持續〇.1秒後狹幅震盪，系統於約ο.# 秒後進入穩定狀態。 當k值為550 ’滑動模式控制在啟動的瞬間，系統的回 正推力約為llN-m ’又為避免回正動作超過中心位置，故 U SMC產生了約負3N_m之阻尼，之後系統持續震盪〇2秒後 震盪幅度縮小，系統於約0.48秒後進入穩定狀態。 由上述驗證得知，當k值介於230至550之範圍内，会t 4 SMC此克服系統參數的不確定性，致使方向盤的運動動 態能被控制在所設定之穩定範圍内。 ，此，PLC及SMC在低速下轉f，具有良好回正性能， 且在冋速下具有阻尼補償的效果，使車輛行駛具穩定性， 而提增系統整體之性能與穩定性。 雖然本發明已以較佳實施例揭露如上，然其並非 ^發明’任何熟習此技藝者，在不脫離本發明之精神和^ 圍内，當可作些許之更動與潤飾，因此本發明之保 2 視後附之申請專利範圍所界定者為準。 &園备 【圖式簡單說明】 圖1 :為本發明之系統架構圖。 圖r為本發明之觸發㈣n的觸發策略流程圖。 圖3 :為本削之滑誠式㈣器之系統架構圖。 201010895 圖4:為本發明之相位超前補償控制器之系統架構圖 態的轉向手感 圖5 :為本發明模擬有、無Eps之行車狀 相位比較圖。 為本發賴擬EPS在不同車速下之行車狀態的轉 向手感相位比較圖。 圖7:為本發明模擬在車速撤瓜/匕下有、益挪之 方向盤角度響應比較圖。 之輸出力 Ο 圖8 :為本發明模擬在車速3〇km /匕下Eps 矩圖。 EPS之 圖9 :為本發明模擬在車迷9〇km / &下有、無 方向盤角度響應比較圖。 圖ίο.為本發明模擬在車速9〇km/hr下Eps之輸出力 矩圖。 圖11:為本發明模擬SMC之k值在23〇至55〇範圍内， 車速30km/lir下之方向盤角度響應比較圖。 圖12·為本發明模擬SMc<k值在23〇至55〇範圍内， 車速30km / hr下之EPS之輸出力矩圖。 圖13.為本發明模擬SMC之k值在230至550範圍内， 車速90km / hr下之方向盤角度響應比較圖。 圖14:為本發明模擬SMC之k值在230至550範圍内， 車速90km/hr下之EPS之輸出力矩圖。 【主要元件符號說明】 11 回正控制器 12 觸發控制器 20 201010895 21 訊號處理單元 22 估測單元 23 基本辅助表 31 感測器 32 方向盤 33 馬達Matlab/Simulink' was used to simulate the EPS system control strategy with CarSim's vehicle model. There are two main test items, the first one is the steering feel test and the second one is the back-testing test to evaluate the performance of the assist steering strategy. First, the method of turning to the hand test is to apply a fixed frequency (0·2Ηζ) sine wave steering angle input to the steering wheel, and the amplitude of the steering angle must be such that the lateral acceleration of the vehicle reaches 〇.2g and is used as a test. The input conditions are tested at different speeds. At the same time, the driver's torque data and the corresponding square are turned toward the disc angle, and the phase diagram is analyzed to turn the feel. The slope of the curve is observed on the analysis graph. The larger the slope is summarized as Turn to a steering system that feels heavier. Under the vehicle speed of 60km / hr, equipped with electric power steering (EPS) and EPS-free systems, and draw their respective steering feel phase map, as shown in Figure 5, equipped with Eps system vehicles The slope of the phase diagram is significantly smaller than that of the vehicle without the Eps system. It is obvious that the driver does not need to apply a large torque when the steering wheel is operated at a large angle. Therefore, the steering system with a small slope of the steering phase diagram can be It is classified as a system that turns to a lighter hand. In addition, the test data at different speeds are also collected, and the EPS system steering feel analysis of 6〇km / hr, 75km/hr and 90km/lir is performed. As shown in Fig. 6, when the vehicle speed is higher, the steering feel is heavier. Trends, therefore, the design of the control strategy is in line with the actual driving demand. When the vehicle is in the high-speed driving state, the driver is given a heavier hand-turning feeling, which can improve the resolution of the steering wheel operation of the system to reduce the load on the steering wheel of the driver. Improve driving quality and comfort, and thus improve the safety of high-speed driving. Secondly, the test method of the positive test is to apply the torque to the steering wheel, so that the direction 16 201010895 reaches a certain angle and then loosens the steering wheel. The test points are divided into two parts. The first part is the speed of 30km / hr, when the driver releases the steering wheel. Later, the positive control triggering strategy can detect the correct return control at the same time, and the steering wheel can be returned to the center position. The second part is the speed of 9〇km / hr. When the driver releases the steering wheel, the steering wheel returns. Whether the positive response is stable, while maintaining a good steering wheel return performance. 0 At a low vehicle speed of 30km / hr, the 'steering system has the difference of the positive response of the return control and the positive return control'. At the same time, observe the operation of the controller output, and the green steering hand phase diagram, as shown in Figure 7. Show that there is a vehicle under the control of the speed of the sweet potato, in which the solid line is the sliding mode: wide SMC), the middle two tl〇n'PLC) 'compared to the non-return control car turn (Figure 7 line No) The positive steering effect of the steering wheel is significant, and the SM white is approaching the center of the positive direction. The vehicle without the positive control method stops the positive return motion. Figure 8 shows that the output of the controller is back to 9 degrees and the self-returning torque is small. Therefore, in order to speed up the steering system, there is a considerable returning thrust at the moment of the start of the system. 7 Rainbow avoids the positive movement beyond the center position, so the postman caught the melon and the force, and the PLC produced A damping force of about 4N_m. The control response under the resistance speed POkm/hr of the grabbing m is the dotted line in Figure 9. The no-return control is not shown in Figure 9. Among them, the vehicle with the positive control does not have obvious oscillation, but the vehicle speed is higher. Therefore, the self-returning moment of the steering system is not zero, and the positive speed is too fast to exceed the center position, so in order to prevent the steering wheel from being stable. In addition, σ gives a large damping force to make 201010895. In addition, the k value of the above SMC can be obtained experimentally, and the stability condition of the SMC in the holding state is within 丨 seconds, and the steering wheel is back to positive and negative 2. Within the conditions, the stability of the system is achieved. Under this condition, the experiment obtains a let-value range between 230 and 550. According to the simulation verification method of the above EPS system control strategy, the vehicle speed is 30km/hr and the high speed is 90km/ Lir performs two test projects to evaluate the performance of the sliding mode controller. As shown in Fig. 11, the vehicle speed is 3 〇km / hr, and the steering wheel in the range of k to 230 is back to positive response. As shown in Fig. 11, the controller outputs the system in a steady state after about 9 〇 seconds. When the k value is 23G, the final response of the system approaches 2 degrees. When the k value is 550, the final response of the system approaches 〇6 degrees, and the system response falls within the stable range of the design. As shown in Figure 12, the slide mode controller output is displayed. At low vehicle speed, the steering system self-returning torque is small, so to speed up the steering wheel to return positive speed, when the k value is 230, the sliding mode control is at the moment of starting, the system The positive back thrust is about negative 5N-m, and in order to avoid the positive movement beyond the center position, smc generates a damping force of about 2.5Nm, after which the system oscillates in a narrow range, and the system enters a steady state after about 0.7 seconds. When the k value is 550 'sliding mode control at the moment of starting, the system's positive back thrust is about minus 12N-m, and in order to avoid the returning positive action exceeding the center position, the SMC generates a damping of about 12N_m, and then the system continues to oscillate. After 2 seconds, the oscillating amplitude is reduced. The system enters a steady state after about 0.7 seconds. As shown in Figure 13, the steering speed of the steering wheel is 90 km / lir and the steering value of the k value is between 230 and 55 '. As shown in Figure 13, the controller outputs a steady state after about 0.38 seconds. The k value is 23 The final response of the underarm system approaches -1 degree' k value is 550, the final response of the system approaches, and the system response falls within the stable range of 18 201010895 design. As shown in Figure 14, the sliding mode controller output is displayed. At high vehicle speed, the steering system self-returning torque is small, so to speed up the steering wheel to return positive speed, when the k value is 230, the sliding mode control is at the moment of starting, the system The positive thrust is about 4.5Nm, and it oscillates for a short period of time after 1 second. The system enters a steady state after about ο.# seconds. When the k value is 550 'sliding mode control at the moment of starting, the system's positive forward thrust is about llN-m' and in order to avoid the positive returning action exceeding the center position, the U SMC generates a damping of about minus 3N_m, after which the system continues to oscillate. After 2 seconds, the oscillation amplitude was reduced, and the system entered a steady state after about 0.48 seconds. It is known from the above verification that when the k value is in the range of 230 to 550, the t 4 SMC overcomes the uncertainty of the system parameters, so that the motion state of the steering wheel can be controlled within the set stable range. Here, PLC and SMC turn to f at low speed, have good return performance, and have the effect of damping compensation at idle speed, which makes the vehicle run stable and enhances the overall performance and stability of the system. Although the present invention has been disclosed in the above preferred embodiments, it is not intended to be a part of the invention, and the invention may be modified and modified without departing from the spirit and scope of the invention. 2 Subject to the scope of the patent application attached below. &Garden preparation [Simplified illustration of the drawings] Figure 1 is a system architecture diagram of the present invention. Figure r is a flow chart of the triggering strategy of the trigger (four) n of the present invention. Figure 3: System architecture diagram of the Slip-on (4) device. 201010895 Fig. 4: Steering feel of the system architecture diagram of the phase lead compensation controller of the present invention. Fig. 5 is a comparison diagram of the vehicle phase phase of the simulated presence and absence of Eps according to the present invention. This is a comparison of the steering feel phase of the driving state of EPS under different vehicle speeds. Fig. 7 is a comparison diagram of the angle response of the steering wheel of the present invention simulated in the speed of the vehicle. Output force Ο Figure 8: Simulated Eps moment diagram at 3 〇 km / 车 speed for the present invention. EPS Figure 9: Comparison of the angle response of the model with and without the steering wheel under the 9〇km / & Fig. ίο. is an output torque diagram simulating Eps at a vehicle speed of 9 〇 km/hr. Figure 11 is a comparison diagram of the steering wheel angle response of the simulated SMC with the k value in the range of 23 〇 to 55 , at a vehicle speed of 30 km/lir. Figure 12 is an output torque diagram of EPS with a simulated SMc<k value in the range of 23 〇 to 55 , and a vehicle speed of 30 km / hr. Figure 13. Comparison of the steering angle response of the simulated SMC with the k value in the range of 230 to 550 and the vehicle speed of 90 km / hr. Figure 14 is a diagram showing the output torque of the EPS of the simulated SMC with the k value in the range of 230 to 550 and the vehicle speed of 90 km/hr. [Main component symbol description] 11 Positive controller 12 Trigger controller 20 201010895 21 Signal processing unit 22 Estimation unit 23 Basic auxiliary table 31 Sensor 32 Steering wheel 33 Motor